Motor-vehicle driving mechanism.



No. 678,622. Patented July l6, I90I. T. B. JEFFERY & R. W. THOMPSON.

MOTOR VEHlGLE DRlViNG BECHANISH.

(Application filed Oct. 27, 1900A (No Model.) 3 Sheets$heet I.

. f WI No. 678,622. Patented Iuly l6, I90I. T. B. JEFFERY & R. W. THUMPSUN.

MOTOR VEHICLE DRIVING MECHANISM.

(Application filed Oct. 27, 1900.) (No Model.) 3 Sheets-Sheet 2.

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1% 02mm .19. Jf/evzy 77. a a Q 0567i T/zom won Patented July l6, l90l. T. B. JEFFEHY & R. W. THOMPSONQ MOTOR VEHICLEDRIVING MECHANISM.

(Application filed Oct. 27, 1900.) (No Model.) 3 Sheets-8haet 3.

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YM! uomus Prism cov PMDTO ur llNirnn STATES THOMAS B. JEFFERY AND ROBERT W. THOMPSON, OF CHICAGO, ILLINOIS;

IATET Prion.

SAID THOMPSON ASSIGNOR TO SAID JEFFERY.

MOTOR-VEHICLE DRIVING MECHANISM.

SPECIFICATION forming part of Letters Patent No. 678,622, dated July 16, 1901.

Application filed October 27, 1900- Serial No. 34,544- N model- To all whom it may concern:

Be it known that we, THOMAS E. J EFFERY, a citizen of the United States, and ROBERT W. THOMPSON, a subject of the Queen of Great Britain,both residing at Ohicago,in the county of Cook and State of Illinois, have invented certain new and useful Improvements in M0- tor-Vehicle Driving Mechanism, of which the following is a specification, reference being had to the accompanying drawings, forming a part thereof.

In the drawings, Figure 1 is a plan of our improved motor-vehicle driving mechanism. Fig. 2 is a horizontal section in the plane of the axis of the traction-wheel-driving shaft. Fig. 3 is a section at the line 3 3 on Figs. 1 and 2. Fig. 4 is a section at the line 4 4. on Fig. 1.

A A A represent bars of the running-gear frame of the vehicle.

D D are traction-wheels; O O, the drivingpinions, which mesh with the internal gearrims D D of the traction-wheel.

c is the shaft of the pinions O, which we term the traction-wheel-driving shaft. On this shaft is a compensating-gear train comprising the beveled gear B, rigid with the shaft, the beveled gear 13 rigid with the "sleeve 13, which is loose on the shaft 0, the

intermediate pinions B B and the pinioncarrying element 13, which is loose on the shaft, being journaled thereon outside the sleeve. This compensating-gear train operates in the familiar manner of such devices, except as specially modified by the hereinafter-explained mode of driving.

01 is a sleeve loose on the shaft e. It is driven by power communicated to it by the motor (not shown) by means of chains around the sprocket-wheel d", which is fast on the sleeve. Cones E and F are feathered on the motor-sleeve d toward its opposite ends, respectively. The cone E is adapted to engage the pinion-carrying element 13- of the compensating-gear structure, said element having a suitable hub extension B conically hollowed and adapted for making engagement with said cone. The other cone, F, is similarly adapted to engage the hub G of the gear G, which is loose on a shaft 0 at the end of the sleeve (1 opposite that at which the compensatingear train is located.

H is a counter-shaft journaled as hereinafter described. 11' is a gear-wheel thereon, which meshes with and is driven by the gearwheel G. H is a gear-wheel on the opposite end of the counter-shaft. The pinion-carrying element 13 on the compensating-gear structure is constructed peripherally as a gear-wheel having the gear-rim B, with which said gear-wheel H meshes and drives it. The wheels G H H and the gear-rim B of the p'mion-carrying element B are so proportioned that the train consisting of these four wheels is a speed-reducing train. The cone E and the correspondingly-hollowed hub B of the element B and the cone F and the correspondiugly-shaped hub G of the gear G may be taken as standing for any form of clutch device by which the motor-actuated ele ment (the sleeve d) may be operatively con= nected with the wheels to which the elements B and G, respectively, pertain. We have shown the conical elements fitting the one into the other as the simplest form of clutch and not because we design to limit ourselves to this particular form. When the cone E is engaged with the hub B rotary movement is transmitted directly through the compensatinggear structure to the shaft 0 and to the sleeve B, which rotate together at the same speed or at a differential speed, according to the conditions which ordinarily govern the speed of two wheels connected by differential gear. It is designed that the speed thus given to the shaft cl, and thereby to the tractionwheel, shall be the higher speed of the two for which provision is made. When the cone F is engaged with the hub G of the gear G, the speed-reducing train, consisting of the wheels G, H, and H communicates the motion to the compensating-gear element B modified in speed according to the construction of said train. It will be noticed that the shaft 0 derives its movement through the compensating-geartrain in precisely the same manner in both cases.

J .I are levers suitably fulcrumed on the running-gear frame, forked to engage the grooves e f in the cones E and F, respectively,

to shift said cones longitudinallyon the sleeve D to throw them into and out of engagement with the cooperating elements of the clutches of which they are parts, respectively. These levers J and J extend from their fulcrums forward to a suitable position where they may be manipulated in any convenient manner by the operator. shown at the forward end of each lever a vertical shaft J having a lever-arm J at the lower end, which engages with the lever, so that as the shaft is rocked by any suitable means, as by a crank-handle in the hands of the driver, the lever is oscillated about its ful- I crum, so as to engage or disengage the clutch.

vehicle at the slower speed.

higher speed, weinterpose in the speed-reducing train at any convenient point a clutch 1 device adapted to drive in one direction only, permitting the driven element to be operated; more rapidly than the driving element will 1 drive it, after the ordinary manner of such a clutch.

tutes the gear proper. The clutch devices, which are of familiar construction, consist of rollers 71 riding in eccentric sockets h in the central element H so that rotation in one direction causes them to lie in the deepest part of the sockets, permitting the two elements to rotate without regard to each other. This clutch device is desirable independently of the purpose of continuing the engagement of both clutches at the same time in order to prevent the running of the speed-reducing train at all times, whether it is operating or not, as it would evidently do but for such a clutch. With such a clutch the friction and loss of power from running this train will be saved whenever that friction would be greater than the friction in the clutch. This particular necessity for the clutch is obviated, however, by the construction of the reversing devices, which will now be described.

In order to give a reverse movement to the vehicle for the purpose of backing, we mount the gear H in a bearing-frame K, and in the same frame we mount an equal gear H which meshes with the gear H the frame being fulcrumed at a point between the bearings of the two gears at such position that either gear, but not both at the same time, may be meshed with the gear-rim B of the compensating As illustrated, we have We have shown this clutch in the, gear H which has an inner element H directly attached to the counter-shaft H and driving the outer element H which consti- 1 gear element 13. This rocking frame K is suitably connected by a link K with any means for oscillating it to effect one engagement or the other at will or to hold both the gears H and H out of engagement with the compensating gear element 13 The lastmentioned adjustment will usually be made when running at high speed to prevent running the speed-reducing train by mere friction. The change of position of the bearing of the gear H due to the rocking of the frame K for the purpose of reversing the movement, necessitates flexibility in the counter-shaft H. This may be effected in any convenient way. We have shown as the most desirable method or device for the purpose two toggle-joints or universal-movement joints 7t it between the bearings of the shaft.

The entire gear-train is designed to be thoroughly housed. The pinion-carrying element B of the compensating gear constitutes a housing for the compensating-gear train upon all except one side, which is closed by a disk 13. The gear-rim of this element 13' is itself inclosed in a housing L, suitably supported upon the running-gear frame, and the pivoted frame K, which has the bearings for the shafts of the gears H and II, is constituted so as to form a housing for these gears, inclosingthem ascompletely as consistent wit-h the oscillatory movement which is required for the purpose of reversing, and the fulcrum-pivots for the frame K are obtained at Z Z on the housing L. The gears G and H are inclosed in a housing M,which is supported so as to be rigid with the runninggear frame and which has the bearing for the counter-shaft H at that end.

We claim 1. In a motor-vehicle driving mechanism, a traction-wheel-driving shaft; a motor-driven element loose thereon; means for operatively connecting at will said element and shaft; a speed-changing train, having its first wheel loose and its last wheel fast on the shaft; and a counter-shaft having intermediate wheels of the train; means for operatively connecting at will the motor-driven element with'said first wheel; and a clutch comprised in the train and on the counter-shaft, which communicates motion in one direction only.

2. In a motor-vehicle driving mechanism, in combination with a traction-wheel-driving shaft and a motor-driven element loose thereon, a compensating-gear train comprising a fast and a loose gear and intermediate pinions, and a pinion-carrying element loose on the shaft, and means for operatively connecting said pinion-carrying element at will with the motor-driven element; said pinioncarrying element being a gear-wheel; and a speed-reducing train having its first wheel loose on the shaft, said train extending to and comprising the said pinion-carrying gearwheel; and means for operatively connecting said first wheel of the speed-reducing train with the motor-driven element.

3. In a motor-vehicle driving mechanism, in combination with a traction-wheel-driving shaft and a 1n otor-driven element loose thereon, a compensating-gear train comprising a fast and a loose gear and intermediate pinions, and a pinion-carryin g element loose on the shaft; means for operatively connecting said pinion-carrying element at will with the motor-driven element, said pinioncarrying element being a gear-wheel a speed-reducing train having its first wheel loose on the shaft, said train extending to and comprisingsaid pinion-carrying gear-wheel and containing a clutch driving in one direction only for operatively connecting the first wheel of said speed-reducing train with the motor-driven element.

4:. In a motor-vehicle driving mechanism, a motor-driven element, the traction-wheeldriving element, two differently-speeded trains arranged to connect said elements; means for engaging them respectively at will with the motor-driven element, and a reversing device in the slower-speed train.

5. In a motor-vehicle driving mechanism, a traction-wheeldriving shaft; a motordriven element loose on the shaft; two wheels, one fast and the other loose on the shaft, beyond theopposite ends of the motor-d riven element; a train which connects said two wheels; means for engaging said two Wheels respectively with the motor-driven element; and a flexible counter-shaft having intermediate Wheels of the train.

6. In a motor-vehicle drivin mechanism, a traction-wheeldriving shalt; a motordriven element loose on the shaft; two wheels, one fast and the other loose on the shaft, beyond the opposite ends of the motor-driven element; a train which connects said two wheels; means for engaging said two wheels respectively with the sleeve; and a universal-jointed counter-shaft having-"intermediate wheels of the train.

7. In a motor-vehicle driving mechanism, a traction-wheel-driving shaft; a motordriven elementloose on the shaft; two wheels, one fast and one loose on the shaft; means for engaging the motor-driven element at will with said fast and loose wheels respectively; a train which connects said wheels; a pivoted bearing carrying two intermeshing wheels of said train which are arranged to intermesh with the vnext wheel of the train, one at one position and the other at another position of the pivoted frame; and means for oscillating the pivoted frame from one position to the other at will.

8. In a motor-vehicle driving mechanism, a traotion-wheeldriving shaft; a motordriven sleeve loose on the shaft; two Wheels on the shaft, one fast and the other loose; means for engaging the motor-driving wheel at will with the fast or loose wheel; a train which connects said wheels; a counter-shaft having intermediate wheels of the train; pivoted bearings for one end of the countershaft, said bearings carrying two intermeshing wheels of the train, arranged to intermesh with the next wheel of the train, one at one position and the other at another position of the pivoted frame; and means for oscillating the pivoted frame at will from one position to the other; said counter-shaft having universal joints to permit such oscillation.

9. In a motor-vehicle driving mechanism, a traction -wheel driving shaft; a motordriven sleeve loose on the shaft; a compensating-gear train comprising a gear fast on the shaft, a gear loose on the shaft, an intermediate pinion, and a pinion-carrying element loose on the shaft, all located at one end of the sleeve; a gear loose on the shaft at the other end of the sleeve; a gear-train connecting the last-mentioned wheel with the pinion-carrying element, and means for engaging the motor-driven sleeve with either said last-mentioned wheel or said pinion-ear- \Vitnesses:

D. T. HENDERSON, CHAS. S. BURTON. 

